Communication Between a Vehicle and a Road User in the Surroundings of a Vehicle

ABSTRACT

A method and a corresponding device permit an at least partially computer-controlled and/or autonomous vehicle to communicate with its surroundings, in particular with a road user such as a person in its surroundings. A control unit for a vehicle is configured to receive surroundings data from one or more surroundings sensors of the vehicle and to detect at least one road user in the surroundings of the vehicle on the basis of the surroundings data. The control unit is configured to determine on the basis of the surroundings data whether there is a need for communication between the road user and the vehicle. The control unit is configured, if it has been determined that there is a need for communication between the road user and the vehicle, to actuate an adaptation system of the vehicle and/or one or more visual communication system in order to communicate with the road user.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a Continuation application of U.S. application Ser.No. 15/832,272, filed Dec. 5, 2017 which is a Continuation applicationof U.S. application Ser. No. 14/970,612, filed Dec. 16, 2015, now U.S.Pat. No. 9,855,826 B2, issued Jan. 2, 2018, which claims priority under35 U.S.C. § 119 from German Patent Application No. 10 2014 226 188.0,filed Dec. 17, 2014, the entire disclosure of which is herein expresslyincorporated by reference.

BACKGROUND AND SUMMARY OF THE INVENTION

The invention relates to a method and to a corresponding device whichpermit an, in particular, at least partially computer-controlled and/orautonomous vehicle to communicate with its surroundings, in particularwith a road user such as, for example, a person in the surroundings ofthe vehicle.

At present, within the scope of various initiatives on the subjectmatter of “Intelligent Transportation Systems” (ITS), communicationprotocols and co-operative safety applications which are intended in thefuture to make possible co-operative and, where possible, accident-freedriving across all vehicle manufacturers are being standardized at,inter alia, the European Standardization Authorities ETSI and CEN aswell as at ISO, SAE and IEEE in the USA. The co-operative safetyapplications also include, inter alia, collision-avoidance applicationsand applications for mitigating the consequences of collisions(collision mitigation) for side-impact accidents and head-on impactaccidents. The addressed safety applications and the associatedtransmission protocols and data formats are documented, inter alia, inETSI Standard TS 102 637 and in the SAE Standard SAEJ2735. For example,standard TS 102 637-2 defines what is referred to as a co-operationalinformation message (referred to as a Cooperative Awareness Message,CAM) which is transmitted at periodic intervals by an ITS station (forexample by a vehicle), in order to inform other ITS stations (forexample other vehicles) in the surroundings about selected information(for example speed, acceleration and/or position) of the transmittingITS station. The information which is exchanged between the ITSstations, for example on the basis of the CAM messages, can be used inthe respective ITS stations to detect risks of collisions and, ifappropriate, initiate suitable countermeasures (for example warningmessages).

The communication methods defined within the scope of ITS are aimed atcommunication between different ITS stations (i.e. different machines ordifferent electronic appliances). Direct communication between machineand man is not taken into account here. In particular, no communicationis considered or made possible between at least partiallycomputer-controlled or autonomous vehicles and persons in thesurroundings of the vehicle. Such communication can, however, serve toincrease the safety and acceptance of computer-controlled and autonomousvehicles in road traffic.

The present document is concerned with the technical problem ofpermitting direct communication between a vehicle (for example apassenger car, a truck or a motorcycle) and its surroundings, inparticular with a road user such as, for example, a person in itssurroundings. In this context, in particular targeted communication withone or more selected road users is to be made possible.

The problem is solved in accordance with embodiments of the invention.

According to one aspect, a control unit for a vehicle is described. Thevehicle can be a single- or a dual-track vehicle, in particular apassenger car or a truck. The vehicle can be configured to move in roadtraffic without intervention by a driver. In other words, the vehiclecan be an at least partially computer-controlled and/or autonomousvehicle and/or a vehicle in the highly automated driving mode (HAF mode)or in the automated driving mode (AF mode).

The control unit is configured to receive surroundings data from one ormore surroundings sensors of the vehicle. The surroundings data caninclude information relating to the surroundings of the vehicle. The oneor more surroundings sensors can be a camera, a laser, an ultrasonicsensor and/or a radar sensor. Furthermore, the control unit can beconfigured to receive position data from a position unit (for examplefrom a navigation system) of the vehicle. The position data can be usedto position the vehicle relative to a road arrangement and/or relativeto other road users.

The control unit is also configured to detect at least one road user inthe surroundings of the vehicle on the basis of the surroundings data(and, if appropriate, on the basis of the position data). In particular,a road user in the form of a person can be detected. The control unitcan also be configured to detect at the same time a multiplicity ofdifferent road users at different positions in the surroundings of thevehicle.

Furthermore, the control unit is configured to determine on the basis ofthe surroundings data whether there is a need for communication betweenthe road user and the vehicle. A need for communication can be present,in particular, depending on a current traffic situation between the roaduser and the vehicle.

In particular, it is possible to determine on the basis of thesurroundings data that the road user is in the process of identifyingwhether he has been detected by the vehicle. In other words, it can bedetected that the detected road user is attempting to make contact withthe vehicle (for example with a driver of the vehicle), in order toensure that the road user has been perceived by the vehicle (or by thedriver of the vehicle). Such a situation occurs, for example, when thereis a pedestrian who wishes to cross the road at a pedestrian crosswalkand before stepping out into the road throws a glance at the approachingvehicle in order to ensure that the vehicle has perceived (i.e.detected) him.

In order to determine whether there is a need for communication betweenthe road user and the vehicle, the control unit can be configured todetect the eyes of a road user in the form of a person on the basis ofthe surroundings data (for example on the basis of image data).Furthermore, the control unit can be configured to determine on thebasis of the detected eyes that there is a need for communicationbetween the road user and the vehicle. In particular, on the basis ofthe detected eyes of the road user it can be determined that the roaduser is in the process of determining whether he has been detected bythe vehicle. For example, a glance by the road user in the direction ofa windshield of the vehicle can be an indication that the road user isin the process of checking whether he has been detected by the vehicle.

The control unit is also configured to cause one or more communicationsystems of the vehicle to generate an output if it has been determinedthat there is a need for communication between the road user and thevehicle, in particular if it has been determined that the road user isin the process of identifying whether he has been detected by thevehicle. The output can be aimed, in particular, at indicating to theroad user that he has been detected by the vehicle and/or the function(relating to the traffic situation) in which the road user has beendetected by the vehicle. Furthermore, the output can be aimed atindicating to the road user the intention of the vehicle with respect tothe present traffic situation.

In particular, the control unit can be configured to cause adaptationsystems of the vehicle to adapt an external appearance of the vehicle inorder to communicate with the detected road user or in order to transmita message to the detected road user. The adaptation systems cancomprise, for example, means for changing an appearance of a headlightof the vehicle. Alternatively or additionally, the adaptation systemscan, for example, comprise means for changing an appearance of a bumperof the vehicle. Alternatively or additionally, the adaptation systemscan, for example, comprise means for changing an appearance of a sidemirror, of a windshield, of a mudflap and/or of an engine hood of thevehicle. The adaptation systems can comprise, for example, one or moremoving elements of the vehicle for adapting the appearance of thevehicle. Alternatively or additionally, the adaptation systems cancomprise a color-changing material and/or a color-changing surface ofthe vehicle or a material which changes its shape and/or a surface ofthe vehicle which changes its shape. Examples of this are surfacecoating agents which can change their color, switchable windows/filmsand shape-memory polymers.

By adapting the external appearance of the vehicle it is possible, forexample, to communicate in a reliable way to the detected road user thatthe road user has been detected by the vehicle. Furthermore, a futureintention (for example the vehicle will come to a stop and allow theroad user to cross the road) and/or a future behavior (for exampledetermined or restrained) can be communicated by way of the externalappearance.

The control unit can also be configured to determine on the basis of thesurroundings data a position of the road user relative to the vehicle.The control unit can then adapt the appearance of the vehicle on thebasis of the adaptation systems and as a function of the position of theroad user. For example it is possible to change the appearance of thevehicle only at the points of the vehicle which are visible to thedetected road user. In this way it is possible to avoid amiscommunication (for example with another road user).

The control unit can be configured to identify a specific trafficsituation between the vehicle and the road user on the basis of thesurroundings data. Furthermore, the control unit can be configured todetermine an intention of the vehicle with respect to the identifiedtraffic situation. Furthermore, the control unit can be configured toadapt the appearance of the vehicle on the basis of the adaptationsystems and as a function of the identified traffic situation and/or asa function of the intention of the vehicle.

The adaptation systems can include means for changing the transparencyof a side window and/or of a windshield of the vehicle (for example awindow can be darkened and/or made semi-transparent). The control unitcan also be configured to determine on the basis of the surroundingsdata that the detected road user is attempting to make visual contactwith a driver of the vehicle. In particular, it can be detected that theroad user is in the process of checking whether he has been perceived bythe driver of the vehicle. The control unit can be configuredsubsequently to cause the adaptation systems to reduce the transparencyof the side window and/or of the windshield in order to inform the roaduser that the driver is not controlling the vehicle. In particular, theroad user's view of the driver can be reduced or prohibited by reducingthe transparency.

It is therefore possible to change the front side window and/orwindshield of the vehicle in such a way that these windows aresemi-transparent or darkened and the view of the detected road user ofthe driver of the vehicle is limited. As a result, it is communicated tothe road user that the driver is not actively participating in theevents and is therefore not a party to communication with the road user.The reduction in the transparency occurs, for example, throughswitchable windows. By changing the appearance in this way it ispossible to avoid misunderstandings which are caused, for example, byunintended communication by the person who is in the driver's seat butwho is not taking part in the events on the road since the vehicle isdriving autonomously or in a highly automated fashion.

Alternatively or additionally, the control unit can be configured tocause one or more visual communication systems of the vehicle togenerate a visual output in order to communicate with the detected roaduser. In this context, the one or more visual communication systems eachhave a multiplicity of light points by which in each case a graphicsymbol and/or a pictogram can be displayed as a visual output. A visualcommunication system can have a round shape, with the result that avisual output can be generated in different directions. By using avisual communication system with a multiplicity of light points it ispossible for precise communication with the detected road user to takeplace.

With the invention it is advantageously possible for vehiclecommunication to take place by way of a visual communication systemand/or by adapting the appearance of the vehicle.

The control unit can be configured to identify that the vehicle is in anautomatic driving mode in which the vehicle moves in the road trafficwithout intervention by a driver. Subsequently, the control unit cancause the one or more visual communication systems to be moved from afirst position, in which the one or more visual communication systemscannot be seen from the outside, into a second position, in which theone or more visual communication systems can be seen from the outside.It is therefore possible to ensure that the one or more visualcommunication systems do not disrupt in a manual driving mode of thevehicle.

On the other hand, it is possible to display to a road user in a simpleway by means of a visual communication system which can be seen from theoutside that the vehicle is in the autonomous driving mode.

The control unit can be configured to determine lighting conditions inthe surroundings of the vehicle on the basis of the surroundings data.Furthermore, the control unit can be configured to adapt the visualoutput generated by way of the one or more visual communication systems,as a function of the lighting conditions. It is therefore possible toensure that the visual output can be seen by a detected road user evenunder poor lighting conditions.

The control unit can be configured to identify the presence of aspecific traffic situation between the vehicle and the road user. Thecontrol unit can also be configured to identify a property of the roaduser (for example a child or adult). Furthermore, the control unit canbe configured to identify a speed of the vehicle. The visual outputgenerated by way of the one or more visual communication systems canthen be adapted as a function of the traffic situation, the property ofthe road user and/or the speed of the vehicle. It is therefore possibleto increase the quality of communication.

The control unit can be configured to identify a position of the roaduser relative to the vehicle on the basis of the surroundings data.Furthermore, the control unit can be configured to adapt the visualoutput generated by way of the one or more visual communication systems,as a function of the position of the road user. In particular, thevisual output can be generated in such a way that the visual output canbe seen by the detected road user. On the other hand, no visual outputcan occur in other directions which do not correspond to the directionof the detected road user. It is therefore possible for targetedcommunication with the detected road user to take place (withoutconfusing other road users).

The control unit can be configured to cause the one or more visualcommunication systems of the vehicle to generate a visual output whichincludes a symbol and/or a pictogram (and/or displays a representationthereof) which points in a direction of the detected road user. Such“pointing” to the detected road user makes it possible to conveyunambiguously to the detected road user that the communicationoriginating from the vehicle is directed at him.

The control units which are described in this document ensure that roadusers, in particular road users in the form of persons, are detected bythe vehicle even without the intervention by a driver of the vehicle andare informed by the vehicle that they have been detected. Conversely,this also means that it becomes clear to the road user when he has notbeen detected by the vehicle. The certainty about the perception andabout having been perceived in road traffic and information relating tothe intention of the vehicle typically bring about an increase in thesafety in road traffic. It is therefore possible for the describedcontrol units to contribute to increasing the safety of (if appropriateautonomous) vehicles in road traffic, in particular with respect to roadusers in the form of persons.

The control unit can be configured to identify one or more indicationsof an intention of the road user on the basis of the surroundings dataand, if appropriate, on the basis of the position data. The one or moreindications of an intention of the road user can include, for example, adirection of movement of the road user relative to the vehicle (fromwhich it can be inferred, for example, that the road user would like tocross the road in front of the vehicle), a viewing direction of the roaduser relative to the vehicle (looking to the right/left indicates, forexample, that the road user would like to cross a road), a road signand/or a traffic installation in the surroundings of the vehicle and theroad user (a pedestrian crosswalk indicates, for example, that a roaduser would like to cross the road).

On the basis of the one or more indications it is then possible todetermine that there is a need for communication between the road userand the vehicle. In particular it can be determined that there is aspecific traffic situation between the vehicle and the road user. Thetraffic situation can be here, for example, a possible risk of collisionbetween the vehicle and the road user. The control unit can beconfigured to cause the one or more communication systems (in particularthe adaptation systems and/or the visual communication systems) of thevehicle to generate an output (if appropriate a further output) in orderto indicate to the road user how the vehicle will behave with respect tothe traffic situation. In other words the communication systems of thevehicle (in particular the adaptation systems and/or the one or morevisual communication systems) can be actuated as a function of thetraffic situation. It is therefore possible, in particular, for a roaduser in the form of a person to aquire certainty as to whether or notthe vehicle represents a hazard. It is therefore also possible in thecase of autonomous vehicles to ensure increased safety and reasonableconfidence in the road traffic.

The vehicle can include a visual and/or acoustic output system in thepassenger compartment of the vehicle. The control unit can be configuredto output, via the output system, information as to whether the vehicleis communicating with one or more detected road users. It is thereforepossible for an occupant of the vehicle (for example the person seatedon a driver's seat of the vehicle) to be informed as to whether thevehicle has identified a need for communication with another road user,and that the vehicle is communicating with the other road user in anautonomous fashion. If appropriate, it is also possible to use theoutput system to indicate with which road user communications occur.Therefore, when necessary, efficient intervention by an occupant of thevehicle is made possible.

According to a further aspect, a method for communicating between avehicle and a road user is described. The vehicle includes featureswhich correspond to the features of a control unit described in thisdocument.

According to a further aspect, a vehicle (for example a passenger car, atruck or a motorcycle) is described which includes a control unit whichis described in this document.

According to a further aspect, a software (SW) program is described. TheSW program can be configured to be executed on a processor (for exampleon one or more control devices of a vehicle), and as a result to carryout the method described in this document.

According to a further aspect, a storage medium is described. Thestorage medium can include a SW program which is configured to beexecuted on a processor, and as a result to carry out the method whichis described in this document.

It is to be noted that the methods, devices and systems which aredescribed in this document can be used either alone or in combinationwith other methods, devices and systems described in this document.Furthermore, any aspects of the methods, devices and systems describedin this document can be combined in a variety of ways with one another.In particular, the features of the claims can be combined with oneanother in a variety of ways.

Other objects, advantages and novel features of the present inventionwill become apparent from the following detailed description of one ormore preferred embodiments when considered in conjunction with theaccompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic block diagram of exemplary components of avehicle;

FIG. 2 is a partial perspective view of an exemplary vehicle with anadaptation system;

FIG. 3 is a schematic diagram of an exemplary visual communicationsystem; and

FIG. 4 is a flowchart of an exemplary method for communication between avehicle and a road user.

DETAILED DESCRIPTION OF THE DRAWINGS

As stated at the beginning, the present invention is concerned withdirect communication between a vehicle (in particular an autonomous,self propelling vehicle) and its surroundings. This direct communicationtypically does not require the use of a telecommunication device forwireless or wire bound telecommunication.

With increasing automation of driving systems or vehicles, the problemarises that it is difficult for road users in the form of persons tointerpret the behavior of an autonomous vehicle and to estimate whetherthe vehicle has detected them. The information is, however, ofsignificant importance for a road user in the form of a person, forexample when the person is crossing at a pedestrian crosswalk.

Here, a system is described which permits a vehicle to communicate withroad users in the form of persons, in order to indicate the occurrenceof mutual perception (the vehicle perceives the road user in the form ofa person and is also perceived by the road user in the form of aperson). Likewise, the described system can permit communicationrelating to the respectively intended behavior in the road traffic.

In particular, the system described here can be configured:

-   -   to feed back to a road user whether, and as what, the road user        has been detected by the device;    -   to interpret the behavior and the explicit communication of the        road user and to reflect back the resulting understanding of the        intentions to the road user;    -   to give indications as to what action with respect to the road        user the system will carry out next (for example will allow the        road user in the form of a person to cross the road or allow        another vehicle to feed into the flow of traffic).

It is therefore made transparent to the other road user how much thedevice knows and understands. In particular, the road user in the formof a person is given the possibility of communicating, and of thereforeinteracting in a safe way, with an automated vehicle.

FIG. 1 shows a block diagram of selected components of a vehicle 100. Inparticular, FIG. 1 shows a control unit 101 for a vehicle 100, whereinthe control unit 101 is configured to permit direct communication of thevehicle 100 with one or more road users in the surroundings of thevehicle 100. The direct communication can be in the form ofcommunication which can be perceived directly by a sensory organ of aperson, in particular without the need for a telecommunications device.For this purpose, the control unit 101 can be configured to cause thevehicle 100 to output a message in a visual and/or acoustic form to theone or more road users. This message can then be perceived directly bythe eyes and/or the ears of the one or more road users.

The vehicle 100 includes one or more surroundings sensors 103 which areconfigured to detect information relating to the surroundings of thevehicle 100. The one or more surroundings sensors 103 can be, forexample, a camera (infrared, visible light) with which image informationof the surroundings can be detected. On the basis of the imageinformation it is possible, for example, for another road user in frontof or to the side of the vehicle 100 to be detected, for example apedestrian or another vehicle. Alternatively or additionally, the one ormore surroundings sensors 103 can be a radar sensor with which, forexample, a distance between the vehicle 100 and another road user can beidentified. The data which is made available by the one or moresurroundings sensors 103 can be referred to as surroundings data.

The control unit 101 is configured to receive the surroundings data fromthe one or more surroundings sensors 103. Furthermore, the control unit101 is configured to detect, on the basis of the surroundings data, oneor more road users in the surroundings of the vehicle 100, in particularin the surroundings in front of the vehicle 100.

Furthermore, the control unit 101 can be configured to identify, on thebasis of the surroundings data, one or more indications relating to anintention of the one or more road users. For this purpose, the controlunit 101 can also use position data of a positioning unit 104 (forexample from a navigation system) of the vehicle 100. The position datacan include, in particular, information relating to the current positionof the vehicle 100, relating to a road profile of a road on which thevehicle 100 is located, and/or relating to road signs on the road. Inparticular, the position data of the control unit 101 can permit thevehicle 100 and the one or more detected road users to positionthemselves relative to one another and relative to a road arrangement.It is therefore possible, for example, to identify that a detectedpedestrian is located on a sidewalk and is standing next to a pedestriancrosswalk in order to cross a road on which the vehicle 100 is currentlylocated. This can be an indication for the fact that the pedestrianintends to cross the road at the pedestrian crosswalk in front of thevehicle 100.

Further examples of indications relating to the intention of a road userare:

-   -   a movement sequence of the detected road user (for example of a        pedestrian) in the direction of the road on which the vehicle        100 is located;    -   a hand movement of the detected road user (for example of a        pedestrian) in the direction of the vehicle 100;    -   a viewing direction of the detected road user (for example of a        pedestrian) in the direction of the vehicle 100;    -   the detection of a flashing indicator light of the detected road        user (for example of another non autonomous vehicle), in order        to change onto the lane of the vehicle 100.

On the basis of the surroundings data and, if appropriate, on the basisof the position data it is therefore possible to identify one or moreindications of the intention of the detected other road user.Furthermore, it can be identified (in particular on the basis of the oneor more indications) whether there is a need for communication betweenthe vehicle 100 and the detected other road user. In particular, it canbe identified whether there is a traffic situation (for example a riskof collision) between the vehicle 100 and the other road user, whichsituation requires communication between the vehicle 100 and thedetected road user.

The control unit 101 can also be configured to communicate about thepresent traffic situation with the detected road user via acommunication system 102 of the vehicle 100. In the example illustratedin FIG. 1, the communication system 102 include headlights of thevehicle 100. For example, by way of the emission of light pulses usingthe headlights it is possible to indicate to the detected road user thathe has been perceived by the vehicle 100 and that he is being requestedby the vehicle 100 to cross the road. This can then be evaluated by theroad user as an indication that he can cross the road without risk.

The vehicle 100 can include a multiplicity of different communicationsystems 102 which can also be used in combination in order to generate amessage for the detected road user. Examples of such communicationsystems 102 are:

-   -   One or more visual outputs in, or in the vicinity of, the        headlights which give the road user the sensation of being seen.        For this purpose, the phenomenon of human visual contact can be        simulated by use of moving elements which act similarly to eyes.        The information of being seen can be imparted through the        position of the visual outputs (for example two “eyes” or their        “pupils”).    -   A unit for projecting information by laser onto surfaces outside        the vehicle. This is appropriate, for example, in order to        impart to the road user that he has been perceived by the        vehicle when it is not possible to establish visual contact.        Furthermore, the laser projection can be used to impart        additional information.    -   A visual output unit on the bodywork and/or the windows of the        vehicle 100 can also be used in a similar way.    -   An output unit for directed sound. Direct communication between        the vehicle 100 and a road user can also be established by use        of acoustic signals.    -   A device for connecting personal electronic devices such as, for        example, augmented reality glasses and/or what are referred to        as “wearable” devices which the road user in the form of a        person wears, including a transmitting unit for transmitting        information to the electronic devices.    -   A system for moving the vehicle 100 in order to communicate the        intention of the vehicle 100 by way of an indication of movement        and/or a behavior of the vehicle 100.    -   Adaptation systems which permit an external appearance of the        vehicle 100 to be adapted.    -   One or more visual communication systems which permit symbols        and/or pictograms to be output in a targeted fashion to or for a        detected road user.

In summary, the control unit 101 can be configured to processinformation about other road users and from other road users.Furthermore, the control unit 101 can be configured to detect and tointerpret intentions of the other road users. Furthermore, the controlunit 100 can be configured to generate a communication strategy(including modality, type and intensity of the output) and theassociated communication contents.

The control unit 101 can be configured to detect a multiplicity of roadusers and communicate simultaneously with the multiplicity of roadusers. For this it is possible to use, where appropriate, differentcommunication systems 102 in order to ensure unambiguous communicationwith the individual road users.

The control unit 101 which is described here and the correspondingmethod can be used, in particular, in autonomous, i.e. self propelling,vehicles 100. Alternatively or additionally, the control unit 101 can,however, also be used to make available a driver assistance function(FAS) in a largely driver controlled vehicle 100.

A vehicle 100 nowadays typically has an outer appearance which cannot bechanged, or can hardly be changed. In particular the “character” of avehicle 100 typically cannot be changed. However, a road user should beable to adopt different appearances depending on the traffic situation.In certain traffic situations persistence is necessary, and in othertraffic situations it is important to relieve the tension in thesituation or to appear restrained. A vehicle 100 nowadays only has thepossibility of affecting the “character” with which the vehicle 100appears to the outside by way of the driving style of the driver. In thevehicle, the appearance of the vehicle 100 is invariable. This isdisadvantageous with respect to clear communication with other roadusers, since, in particular, the appearance of the vehicle 100 can havea large influence on the effect of the vehicle 100 on other road users.

FIG. 2 shows an exemplary front region of a vehicle 100. In particular,FIG. 2 shows a front headlight 102 of a vehicle 100. Furthermore, FIG. 2shows adaptation systems 201, 202 with which the appearance and/or theshape of the headlight 102 can be changed. The adaptation systems 201,202 can, for example, include moving elements with which part of theheadlight 102 can be covered or exposed. It is therefore possible forthe appearance of the headlights 102 of a vehicle 100 to be changed. Inparticular, the appearance of the headlights 102 can be adapted as afunction of what message is to be communicated to another road user (inparticular to a road user in the form of a person).

Alternatively or additionally, the shape of a bumper 203 of the vehicle100 can be adapted by adaptation system 204. In particular, an openingin the bumper 203 can be used to adapt the “character” of the vehicle100 in order to communicate information to another road user.

The appearance of the vehicle 100 can therefore be adapted to thetraffic situation and/or to the driver's mood. For this purpose, forexample, switchable films or smart materials within the adaptationsystems 201, 202, 204 can be used, which films or smart materials causeelements 102, 203 on the vehicle 100 to appear larger or smaller or tochange their shape (usually in a subtle way). It is therefore possible,for example, for the shape of the headlights 102, which are frequentlyperceived as “the eyes” of the vehicle 100 to be changed in order toproduce a determined effect (using the adaptation system 201) or a moreopen and friendly effect (using the adaptation system 202).Alternatively or additionally, visual widening or narrowing of thevehicle 100 can be performed.

The control unit 101 can identify the presence of a certain trafficsituation on the basis of the surroundings data. The present trafficsituation can be evaluated. Furthermore, one or more indications ofemotions of the other traffic users can be identified (for example onthe basis of image data). It is subsequently possible to identify the“character” and/or the appearance which the vehicle 100 should impart toother road users. In this context, if appropriate, the mood of a vehicleoccupant can be identified by evaluating measurement data (for exampleimage data of the vehicle occupant) and taking into account theidentification of the appearance of the vehicle 100. The adaptationsystems 201, 202, 204 of the vehicle 100 can then be made by the controlunit 101 to implement the identified appearance. The vehicle 100 canalso include an interface for conveying the intention of the vehicle100.

By making available adaptation systems 201, 202, 204, the vehicle 100can adapt itself in its emotional effect to a current traffic situation.As a result, the acceptance of actions of the vehicle 100 is increased,since the vehicle 100 always gives a “suitable” impression. The vehicle100 therefore becomes a flexible integrated participant in the roadtraffic which reacts with fine antenna, can de escalate situations andcan impart confidence to other road users. This is particularlyimportant for highly automated vehicles, since the confidence and theacceptance of highly automated vehicles can be promoted by suchmeasures. Furthermore, the vehicle 100 can underline a message to becommunicated to another road user by suitable adaptation of theimpression given by the vehicle 100. It is therefore possible for theindependence of the vehicle 100 from interventions by the driver to beincreased further.

Alternatively or additionally, the vehicle 100 can include communicationsystems 102 which are configured to communicate with another road userby way of visual signals. FIG. 3 shows an exemplary visual communicationsystem 300 which can be arranged, for example, on an engine hood of thevehicle 100 (for example under an emblem of the manufacturer of thevehicle 100). In the illustrated example, the visual communicationsystem 300 has a round shape, and can therefore be seen from differentdirections by another road user.

The visual communication system 300 has a frame 301 which has, forexample, a cylindrical shape. A multiplicity of light sources 302 arearranged on a side face of the communication system 300. The lightsources 302 can be implemented, for example, by use of LEDs (lightemitting diodes). In the illustrated example, the communication system300 has an LED matrix 304, wherein the light of the individual LEDs isguided to the individual light sources 302 by way of optical waveguides303. The side face of the communication system 300 can be constructedfrom a multiplicity of layers 305, 306, 307. For example, the side facecan have a diffuser 305, a plastic carrier 306 and/or a Vikuiti film.Alternatively or additionally, light sources (for example LEDs) can alsobe arranged directly on the side face of the communication system 300.

The side face of the communication system 300 therefore has amultiplicity of light sources 302. The multiplicity of light sources 302can be used by the vehicle 100 to communicate with another road user. Inparticular, different symbols and/or pictograms can be displayed as avisual output of the communication system 300 by the multiplicity oflight sources 302.

The visual communication system 300 therefore has individually actuablelight points 302 (for example an LED grid). The visual communicationsystem 300 can be used as an indication of the (H)AF mode of the vehicle100 in traffic. Alternatively or additionally, the visual communicationsystem 300 can serve to impart the perception, intention andrequirements of the (H)AF 100 to other road users.

In particular, symbols (for example an arrow) can be displayed on thecommunication system 300. Alternatively or additionally, messages can beencoded in light signals (for example pulsing, dimming with a gradientover time and/or area, etc.).

The vehicle 100 can have one or more visual communication systems 300.The one or more communication systems 300 can be positioned, forexample, on the engine hood (for example under the emblem) of thevehicle 100, on the flashing indicator light and/or at the rear of thevehicle 100. The information emitted by a communication system 300 (forexample symbols/signals, brightness, color, orientation, speed etc.) canbe adapted to one or more of the following aspects:

-   -   a current traffic situation;    -   environmental conditions (weather, ambient light);    -   the road user with which communication is to take place (for        example the position, the type and/or the speed of the road        user); and/or    -   the speed of the vehicle 100.

In addition, the control unit 101 can decide on the basis of theabovementioned aspects which one or more of a plurality of visualcommunication systems 300 of a vehicle 100 are being used to communicatewith a road user.

On the basis of data relating to the position of the other road user,the orientation and shape of the emitted signal can be adapted within avisual communication system 300. It is therefore possible, for example,to direct the symbols or the light signals onto the road user who needsto be reached, and to display them in the corresponding confusion, withthe result that the road user can perceive them in an optimum way.

So that a road user feels addressed by a signal which is emitted by thevisual communication system 300, a special symbol system can optionallybe used, for example two light strips or light points which explicitlypoint to the road user, with the result that the latter knows that hehas been seen and/or that he is being addressed by the visualcommunication system 300.

The communication system 300 can be arranged so as to be lowerable inthe vehicle 100, with the result that the communication system isvisible only in an active mode (for example only in the (H)AF mode).

A vehicle 100 can therefore include at least one visual communicationsystem 300, in each case with a device for lowering/extending or with apermanent securing means. The control unit 101 can be configured toidentify light signals/symbols which are to be output by the visualcommunication system 300. Furthermore, the control unit 101 can causethe visual communication system 303 (in particular the individual lightsources 302) to output the identified light signals/symbols.

The light signals/symbols can be determined as a function of a detectedtraffic situation, of a detected road user and/or of detectedenvironmental conditions. For this purpose, the surroundings data of theone or more surroundings sensors 103 of the vehicle 100 can beevaluated.

The control unit 101 can be configured to detect an (H)AF mode of thevehicle 100. The visual communication system 300 can, under certaincircumstances, be used only when the vehicle 100 is in the (H)AF mode.Furthermore, the vehicle 100 can include an interface for HAF control,via which interface the perception and intention of the vehicle 100 isimparted. Furthermore, the vehicle 100 can optionally have in thepassenger compartment an operator control element which permits manualselection and transmission of a communication/message via the visualcommunication system 300.

As illustrated in FIG. 3, the visual communication system 300 can havean annular LED grid behind a plastic 306. The visual communicationsystem 300 can be arranged under an emblem on the engine hood of thevehicle 100. The multiplicity of light sources 302 can be made availableby use of an LED grid which is arranged in an annular shape. In order toachieve higher resolution, an LED matrix 304 can be used under theengine hood, wherein an optical waveguide 303 is led from each LED ofthe matrix 304 behind the plastic 306, in order to make available alight source 302. Alternatively or additionally, each LED row (or eachLED ring) on the side wall of the communication system 300 can becomposed of two circuit boards which are located one behind the otherand can be equipped in an offset fashion with LEDs, in order to increasethe resolution of the LED grid. The front row then has in each case arecess in the carrier material at the location where an LED from therear row shines through.

The LEDs, i.e. the individual light sources 302 can be connected to oneanother, for example, in a row or in a ring shape and can be actuated,in particular, by the control unit 101. In this context, it is possibleto control the color and/or the intensity of each individual LED. Ifappropriate, the LEDs may not be individually visible through theplastic 306, which can be brought about, for example, by use of adiffuser film 305 and/or by means of a plastic cap with semi-transparentmaterial or with suitable surface properties and/or with a spacerelement between the LEDs and the plastic. In order to define anirradiation direction and in order, for example, to avoid reflections onthe surface coating of the vehicle 100, it is possible to use a film 307(for example a Vikuiti film) or a material property of the plastic 306which reduces the irradiation angle of light. The limitation of theirradiation angle also serves, for example, to ensure that directedlight is emitted only toward a road user. For this purpose, it ispossible to control the film 307 and/or the plastic 306 (for example thedirection of emission can be variable as a function of, for example, theposition of the road user's eyes). Furthermore, the visual communicationunit can include a cooling system (for example a fan or a coolingassembly).

By way of the communication system 300 described here, it is possible toensure the acceptance of a highly automatic vehicle 100 and to ensuresmooth interaction between a highly automatic vehicle 100 and other roadusers. In particular, in this way the vehicle 100 can reliablycommunicate with another road user without the need for an interactionby a driver of the vehicle. Furthermore, the traffic flow can beimproved by the communication system 300 on the basis of smoothcommunication between the vehicle 100 and another road user.Furthermore, the safety in traffic can be increased by preventingmisunderstandings (i.e. by means of clear communication of intentions).

FIG. 4 shows a flowchart of an exemplary method 400 for directcommunication between a vehicle 100 and a road user. The method 400includes the identification 401 of surroundings data on the basis of oneor more surroundings sensors 103 of the vehicle 100. In particular,image data of the surroundings of the vehicle can be identified by useof a camera. Furthermore, the method 400 includes the detection 402 ofat least one road user in the surroundings of the vehicle 100 on thebasis of the surroundings data. For example, a road user in the form ofa person can be detected in the surroundings of the vehicle. The method400 can also include the determination 403, on the basis of thesurroundings data, that the road user is in the process of identifyingwhether he has been detected by the vehicle 100. For example, it ispossible to detect on the basis of the surroundings data that the roaduser in the form of a person is looking in the direction of the vehicle100. Furthermore, it is possible to determine, for example on the basisof a facial expression of the road user in the form of a person, whetherthe road user in the form of a person is just in the process ofidentifying whether he has been detected by the vehicle 100.

The method 400 also includes the generation 404 of an output by way ofone or more communication systems 102, 201, 202, 204, 300 of the vehicle100, in particular if it has been determined that the road user is inthe process of identifying whether he has been detected by the vehicle100. The output can then be designed to indicate to the road user thathe has been detected by the vehicle 100. For this purpose, a visualand/or acoustic output and/or adaptation of the appearance of thevehicle 100 can be carried out. This ensures that the road user canbetter estimate the future actions of the vehicle 100, since he knowsthat he has been detected by the vehicle, and the vehicle 100 willtherefore take into account the road user in the future actions.

The measures described herein can improve safety in mixed road trafficwith road users in the form of persons and computer-controlled orautonomous vehicles. Furthermore, this can increase the acceptance ofvehicles with driver assistance systems for partially automated driving(TAF), for highly automated driving (HAF) and for autonomous driving.

The foregoing disclosure has been set forth merely to illustrate theinvention and is not intended to be limiting. Since modifications of thedisclosed embodiments incorporating the spirit and substance of theinvention may occur to persons skilled in the art, the invention shouldbe construed to include everything within the scope of the appendedclaims and equivalents thereof.

What is claimed is:
 1. A system for a vehicle, comprising: a controlunit of the vehicle, the control unit being configured to execute aprogram to: receive surroundings data from one or more surroundingssensors of the vehicle; detect at least one road user in thesurroundings of the vehicle based on the received surroundings data;determine, based on the received surroundings data, whether there is aneed for communication between the at least one road user and thevehicle; if there is a need for communication between the at least oneroad user and the vehicle, control at least two visual communicationsystems of an adaptation system of the vehicle to generate a visualoutput in order to communicate with the at least one road user, each ofthe visual communication systems including a frame, a side face and amultiplicity of light sources arranged on the side face capable of beingselectively activated; and generate a visual output in a first directionwhich is not visible in a second direction.
 2. The system according toclaim 1, wherein information emitted by at least one of the twocommunication systems is adapted to at least one of a current trafficsituation, environmental conditions, an attribute of the at least oneroad user, and a speed of the vehicle.
 3. The system according to claim1, wherein information emitted by at least one of the at least twocommunication systems is at least one of a symbol, a signal, abrightness, a color, an orientation, and a speed of the vehicle.
 4. Thesystem according to claim 1, wherein the control unit determines whichof the at least two visual communication systems to use forcommunication with the road user based at least one of a current trafficsituation, environmental conditions, an attribute of the at least oneroad user, and a speed of the vehicle.
 5. The system according to claim1, wherein the at least one road user is a plurality of road users, andthe control unit is configured to detect the plurality of road users andcommunicate simultaneously with the plurality of road users.
 6. Thesystem according to claim 5, wherein different communication systems areused for communication with at least two different road uses of theplurality of road users.
 7. The system according to claim 1, wherein theat least one road user is a person, and the control unit is furtherconfigured to detect eyes of the person based on the surroundings data,and determine, based on the detected eyes of the person, a need forcommunication between the person and the vehicle.
 8. The systemaccording to claim 1, wherein the control unit is further configured todetermine lighting conditions in the surroundings of the vehicle basedon the surroundings data; and adapt the visual output generated by theat least two visual communication systems as a function of thedetermined lighting conditions.
 9. The system according to claim 1,wherein each of the at least two visual communication systems includesat least one LED.
 10. The system according to claim 1, wherein at leastone of the at least two visual communication systems includes an LEDmatrix, and light of individual LEDs of the LED matrix is guided to theindividual light sources by way of optical waveguides.
 11. The systemaccording to claim 1, wherein the control unit is further configured toexecute a program to determine, based on the received surroundings data,a position of the at least one road user relative to the vehicle, andcontrol the at least two visual communication systems as a function ofthe position of the at least one road user.
 12. The system according toclaim 1, wherein the control unit is further configured to identify atraffic situation between the vehicle and the at least one road userbased on the surroundings data; determine an intention of the vehiclewith respect to the identified traffic situation; and control the atleast two visual communication systems as a function of at least one ofthe identified traffic situation and the determined intention of thevehicle.
 13. The system according to claim 1, further comprising: aprojection unit configured to project information onto surfaces outsidethe vehicle.
 14. The system according to claim 13, wherein theprojection unit includes a laser.
 15. The system according to claim 1,wherein the control unit is further configured to identify that thevehicle is in an automatic driving mode in which the vehicle moves inroad traffic without intervention by a driver, and after identificationof the vehicle being in the automatic driving mode, changing at leastone of a front side window and a windshield of the vehicle such that theat least one of the front side window and the windshield is at least oneof semi-transparent and darkened such that a view of the of the driverof the vehicle by the at least one road user is limited to communicateto the at least one road user that the driver is not actively a party tocommunication with the at least one road user.
 16. The system accordingto claim 1, further comprising: an output device in a passengercompartment of the vehicle, wherein the control unit is furtherconfigured to output, via the output device, information as to whetherthe vehicle is communicating with the at least one road user.